液壓助力轉(zhuǎn)向試驗臺設(shè)計外文翻譯(共11頁)

1、精選優(yōu)質(zhì)文檔-傾情為你奉上本科畢業(yè)設(shè)計（論文）外文翻譯題 目 液壓助力轉(zhuǎn)向試驗臺的設(shè)計 姓 名 AAAA 專 業(yè) 交通運輸 學(xué) 號 指導(dǎo)教師 AAAA 鄭州科技學(xué)院車輛與交通工程系 二一五年三月專心-專注-專業(yè)Development of Controlled Electric Motor-Driven Pump Type Hydraulic Power Steering SystemY. Obata Y. Teramae K. YamamotoIn automobile development course, Steering system experienced four stages o

2、f development: from the initial mechanical Steering system (for your DNS setting Steering, abbreviation MS) development for Hydraulic Steering system (Hydraulic Power Steering, abbreviation HPS), then again appeared electronically controlled Hydraulic Steering system (Electro Hydraulic Power Steerin

3、g, abbreviation EHPS) and Electric Power Steering system(Steering, room Power as EPS).Assemble mechanical steering system of car parking and low-speed driving, when the drivers steering control burden too heavy, in order to solve this problem, the American GM in the 1950s took the lead in the car hy

4、draulic steering system. But hydraulic steering system cant juggle vehicles to speed portability and high speed, so the steering stability Koyo in Japa in 1983, with the company introduced the application of speed sensing function of hydraulic steering system. This new type of steering system can pr

5、ovide speed increased with the decreasing steering, but complicate structure, cost is higher, and cannot overcome hydraulic system itself has many shortcomings, is a cross between a hydraulic steering and electric power steering the transition between the products. In 1988, Japan Suzuki company firs

6、t in small car equipped with Cervo Koyo company development on the steering column, power type electric power steering system; In 1990, Japan Honda NSX in sports car company adopted self-developed rack power type electric power steering system, henceforth unveils the electric power steering in car a

7、pplications history.Along with the vehicles carrying capacity increase as well as the people to the vehicles handling quality request enhancement, the simple mechanical type steering system were already unable to meet the needs, the power steering system arise at the historic moment, it could rotate

8、 the steering wheel while the pilot to provide the boost, the power steering system divides into the hydraulic pressure steering system and the electrically operated steering system 2 kinds. Hydraulic pressure steering system is at present uses the most widespread steering system.Now hydraulic steer

9、ing system applied in practice most, according to control valves form has turned valve type and rotary piston cent. The steering system the most important new feature is hydraulic support to exercise, so can reduce the driver role on the steering wheel force. Although the traditional steering system

10、 work the most reliable, but there are also many inherent disadvantages, traditional steering system due to the steering wheel steering wheel and mechanical connection between and produce some unavoidable defect itself: (1) the car by driving technology to characteristics of the serious influence； (

11、2) the transmission ratio, to make the car to fixed properties with steering response speed, and lateral acceleration, etc, the driver must changes in advance for automobile steering the amplitude and phase change of the operation, which must be compensation control car driving at its will. This wil

12、l increase the drivers seeking manipulation of the burden, to make the car drive to have a lot of security reasons； (3) the hydraulic steering system economy is poor, general car every one hundred km on to burn a 0.3 0.4 litres of fuel； In addition, existing hydraulic oil leakage problem on the envi

13、ronment caused by the pollution, in environmental protection performance has been increasingly emphasize today, is undoubtedly a clear disadvantage.電動馬達驅(qū)動泵控制的液壓動力轉(zhuǎn)向系統(tǒng)的發(fā)展Y. Obata Y. Teramae K. Yamamoto在汽車的發(fā)展歷程中，轉(zhuǎn)向系統(tǒng)經(jīng)歷了四個發(fā)展階段：從最初的機械式轉(zhuǎn)向系統(tǒng)（Manual Steering, 簡稱MS）發(fā)展為液壓助力轉(zhuǎn)向系統(tǒng)（Hydraulic power Steering，簡稱HPS

14、），然后又出現(xiàn)了電控液壓助力轉(zhuǎn)向系統(tǒng)（Electro Hydraulic power Steering，簡稱EHPS）和電動助力轉(zhuǎn)向系統(tǒng)（Electric Power Steering，簡稱EPS）。裝配機械式轉(zhuǎn)向系統(tǒng)的汽車，在泊車和低速行駛時駕駛員的操縱負(fù)擔(dān)過于沉重，為解決這個問題，美國GM公司在20世紀(jì)50年代率先在轎車上采用了液壓助力轉(zhuǎn)向系統(tǒng)。但是，液壓助力轉(zhuǎn)向系統(tǒng)無法兼顧車輛低速行駛時的轉(zhuǎn)向輕便型和高速行駛時的轉(zhuǎn)向穩(wěn)定性，因此在1983年日本Koyo公司推出了具備車速感應(yīng)功能的電控液壓助力轉(zhuǎn)向系統(tǒng)。這種新型的轉(zhuǎn)向系統(tǒng)可以隨著車速的升高提供逐漸減小的轉(zhuǎn)向助力，但是結(jié)構(gòu)復(fù)雜、造價較高，而且

15、無法克服液壓系統(tǒng)自身所具有的許多缺點，是一種介于液壓助力轉(zhuǎn)向和電動助力轉(zhuǎn)向之間的過渡產(chǎn)品。到了1988年，日本Suzuki公司首先在小型轎車Cervo上配備了Koyo公司研發(fā)的轉(zhuǎn)向柱助力式電動助力轉(zhuǎn)向系統(tǒng)；1990年，日本Honda公司也在運動型轎車NSX上采用了自主研發(fā)的齒條助力式電動助力轉(zhuǎn)向系統(tǒng)，從此揭開了電動助力轉(zhuǎn)向在汽車上應(yīng)用的歷史。隨著車輛載重的增加以及人們對車輛操縱性能要求的提高，簡單的機械式轉(zhuǎn)向系統(tǒng)已經(jīng)無法滿足需要，動力轉(zhuǎn)向系統(tǒng)應(yīng)運而生，它能在駕駛員轉(zhuǎn)動方向盤的同時提供助力，動力轉(zhuǎn)向系統(tǒng)分為液壓轉(zhuǎn)向系統(tǒng)和電動轉(zhuǎn)向系統(tǒng)2 種。其中液壓轉(zhuǎn)向系統(tǒng)是目前使用最為廣泛的轉(zhuǎn)向系統(tǒng)?，F(xiàn)在液壓助

16、力轉(zhuǎn)向系統(tǒng)在實際中應(yīng)用的最多，根據(jù)控制閥形式有轉(zhuǎn)閥式和 滑閥式之分。這個助力轉(zhuǎn)向系統(tǒng)最重要的新功能是液力支持轉(zhuǎn)向的運動，因此 可以減少駕駛員作用在方向盤上的力。雖然傳統(tǒng)轉(zhuǎn)向系統(tǒng)工作最可靠，但是也 存在很多固有的缺點，傳統(tǒng)轉(zhuǎn)向系統(tǒng)由于方向盤和轉(zhuǎn)向車輪之間的機械連接而 產(chǎn)生一些自身無法避免的缺陷：汽車的轉(zhuǎn)向特性受駕駛員駕駛技術(shù)的影響嚴(yán) 重；轉(zhuǎn)向傳動比固定，使汽車轉(zhuǎn)向響應(yīng)特性隨車速、側(cè)向加速度等變化而變 化，駕駛員必須提前針對汽車轉(zhuǎn)向特性幅值和相位的變化進行一定的操作補 償，從而控制汽車按其意愿行駛 。這就變相地增加了駕駛員的操縱負(fù)擔(dān)，使汽 車轉(zhuǎn)向行駛存在很大的不安全隱患；液壓助力轉(zhuǎn)向系統(tǒng)經(jīng)濟性差，

17、一般轎車 每行駛一百公里要多消耗 0.30.4 升的燃料；另外，存在液壓油泄漏問題，對 環(huán)境造成污染，在環(huán)保性能被日益強調(diào)的今天，無疑是一個明顯的劣勢。Design and Control Implementation of AC Electric Power Steering System Test BenchWei dong Zhang; Yi bo Ai1.IntroductionElectric power steering system of vehicle is a vital component. it's property directly related to the

18、 driving safety and comfort, so any kind of electric power steering system from the beginning to large-scale application must go through four stages: the principles design, bench test, loading test and revise and improve, and the development cycle may be about ten years. This paper designed a kind o

19、f AC electric power steering system test bench， on which we can carry out the control algorithm bench test to reduce the workload of loading test, save development cost and shorten development cycle.2. Design Objectives of Ac Electric Power Steering System Test BenchTest bench is the simulation of t

20、he real working condition, so the bench must be like the real situation as far as possible, and its specific design objectives are as follows:（1) Using the steering shaft power assistant structure;（2) Using AC motor as assistant motor;（3) Be able to simulate the structure of direct drive motor;（4) B

21、e able to simulate a variety of working conditions, and the parameters of bench should be adjusted;（5) The control algorithm should be changed easily;（6) The experimental data should be collected easily.3. Structural Design and Working Principle of Test Bench3.1 Structure of Test BenchThe frame stru

22、cture of AC electric power steering system test bench is shown. in Figure l, and the system consists of five parts:(1) Mechanical Steering: It includes the steering wheel l. steering shaft (input shaft 2. the output shaft 9)(2) Simulation part of the road resistance: It uses the ordinary car braking

23、 system to simulate the surface resistance， including brake pads， brake lining, and hydraulic station 7. The pressure between brake pads and brake lining is adjusted by computer-controlled hydraulic system, and then steering resistance will be adjusted. Thus it can simulate various working condition

24、s.(3) Control and data acquisition system 5: The control system is divided into the motor output torque control and the road resistance simulated control. The data acquisition system collects the relevant real time information on working conditions to provide a reason to verify the feasibility of th

25、e program and adjust system parameters.(4) AC torque servo system 10: AC torque servo system can adjust the torque output of AC motor by the command of control system.(5) Multi-sensor system: Multi-sensor system includes the angle of rotation sensor 3, torque sensor 4, torque sensor 8, and also incl

26、udes a virtual speed sensor (by given) and a virtual lateral acceleration sensor (by calculated).Fig. I Structure Schematic of a new electric power steering system Test bench.In the figure: I -Steering wheel； 2-Steering shaft (input shaft) ；,3 - Angle of rotation Sensor ； 4-Torque Sensor；5 - Control

27、 and data acquisition system ； 6- Brake System； 7- Hydraulic Station ； 8-Torque Sensor ；9-Steering shaft (output shaft)；10- Torque servo system of AC motor ；ll- Toothed belt；3.2 Working Principle of Test Bench（1) Simulation of road resistance torque: According to the electric power steering system l

28、inear model，when the tire elasticity coefficient and the viscosity coefficient are determined, the road resistance torque depends on the steering wheel rotation angle and speed. When the steering wheel 1 is rotated，the angle of rotation sensor 3 continuously measure the number of the steering angle

29、and the direction，and sends the signal to the controller，the controller sends control signals to the hydraulic system to adjust the size of the system resistance according to the vehicle working condition and the road resistance model.（2) Realization of power assistant: The controller adjust the giv

30、en torque output of the torque servo system according to the vehicle condition and the motor torque output control method, and the motor torque output is transmitted to steering shaft through the toothed-belt to accomplish power assistant.（3) Data acquisition: The information of the torque sensor 4,

31、 torque sensor 8, angle of rotation sensor3 and speed and lateral acceleration are all collected by the computer through the data acquisition program and data acquisition card.交流電動助力轉(zhuǎn)向系統(tǒng)的設(shè)計和控制實現(xiàn)試驗臺Zhang Wei dong; Ai Yi bo 1.介紹汽車電動助力轉(zhuǎn)向系統(tǒng)是一個重要的組件。它直接影響駕駛員安全性和舒適性，所以任何類型的電動助力轉(zhuǎn)向系統(tǒng)從開始到規(guī)模應(yīng)用程序必須經(jīng)過四個階段：原理設(shè)計、臺架試驗、加載測試和改善,開發(fā)周期可能會十年